Steam locomotive



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Patented Sept. 14, 1 937 UNITED STATES STEAM LOCOMOTIVE v Alb'ert' Reidinger, London, England Application August 2. 1935, Serial No. 34,441 In Great Britain March 12, 1934 screams. (01. 60-21) 1 This invention relates to steam locomotives, and particularly to the control of steam turbines employed therein.

It is an object of the invention to provide con- 5 trol means whereby alternative couplings may be made operable to couple a unidirectional turbine to a driving wheel for movement in the forward or backward direction.

A further object of the invention is the provision in a locomotive of a reciprocating engine and a steam turbine and a steam receiver between the turbine and. the cylinders of the reciprocating engine. Still further objects of the invention are the provision of control means whereby the exhaust steam from the cylinders of the reciprocating engine may be passed to the turbine or to the blast of the locomotive, and also whereby the turbine may be fed with steam which has not passed through the cylinders of the reciprocating engine.

With these and other objects in view, the inventionconsists in the improved combinations and arrangements contained in the embodiments now to be described in detail, the novel features of which are set out in the claims which follow.

In the drawings:-- 7

Fig. 1 represents a cross-section through the cylinders of the reciprocating engine of a locomotive incorporating the invention with a receiver for the steam to pass to an exhaust turbine arranged between the two cylinders.

Figs. 2, 2a, 3 and 3a illustrate diagrammatically the valve control for a locomotive having a unidirectional turbine capable of being coupled to the locomotive wheels alternatively by forward or backward coupling, these couplings being correlated to the reversing gear for the cylinders.

Figs. 2, 2a, 3 and 3a. are to be regarded as part of one complete figure which are separated to avoid too small a scale in reproduction.

Fig. =1 shows a corresponding diagrammatic arrangement of controls and valves for a simplified construction in which a unidirectional turbine is arranged to be coupled to the locomotive axle only in forward running of the locomotive.

Figs. 5 and 5a show a cross-section through one form of locomotive in accordance with the invention, many details being omitted from this view for the sake of clearness of illustration.

Figs. 6 and 6a illustrate diagrammatically the valve control for a locomotive in which a unidirectional turbine is employed alone. 7

Figs. 7to 1'7, inclusive, are diagrammatic views illustrating various positions of the controlling 55 parts of the mechanism.

Fig. 18 is a diagrammatic view showing different positions of the handle for properly positioning the cams of the control mechanism.

Fig. 19 is a view in elevation, partly in section, of. the turbine. V

In the arrangement shown in Figs. 2, 2a,'3 and 3a the turbine can be put into operation independently of the cylinders and steam at full pressure can be delivered to the receiver reducing valve and thence to the receiver at constant predetermined pressureto the turbine, but in the simplified arrangement of Fig. 4 the turbine can be driven only by exhaust steam passing from the cylinders.

Referring to Figs. 1 to 5 of these drawings the steam'passes from the cylinders l and valve chests 2 by passages 3 into a receiver 4 which as illustrated in Fig. 1 takes the form of a hollow saddle castingjstretching between the frame members of the locomotive.

An intercepting valve 5 is provided which may be set so as to cause the cylinder exhaust to pass straight up to the chimney 6 as indicated by the arrow X in Fig. 2 or to cause theexhaust from the turbine 8 to pass up from the passages 7 while the cylinder exhaust is fed direct into the re-' ceiver and thence into the turbine 8 through the inlet 10.

A safety .valve 99 is provided within the re- I ceiver.

.The turbineshaft 9 is connected through bevel wheels H to two shafts l2 and I3, one of which carries a forward coupling l4 and the other of which carries a backward coupling I 5. These couplings are preferably of the hydraulic type commonly called ffluid flywheel and the control of oil or like fluid to-these couplings is effected automatically by means to be described in detail later in such a manner that only one coupling is operable at a'time. On the driven side of these couplings pinions l6, H are provided which, through pinions l8, shaft 19 and pinions 20, 2| transmit the drive to one of the axles22 of the locomotive.

The axle 22 is preferably coupled to the corresponding wheel through a universal mechanism of known type which allows a certain amount of relative movement between them: such a mechanism 23 is indicated in Fig. 5. The coupling illustrated forms no part of the present invention, is I 

